FUGHT (mernationo/, 3/ March 1966

STEEL TENSION
MEMBER/TIP TO

SECTION NEAR
BLADE TIP

BALANCE
WEIGHT

THE WALLIS AUTOGYROS . . .

into its own. With just a pilot, a rind camera and fuel for an
hour aboard, a WA-116 has climbed from brakes-off to 1,000ft
in 56sec. 21
22
Future Autogyro Developments The most important develop-
ment of the WA-116, and one that is due to fly within the
next few months, is the WA-117. A prototype has completed
ground-running checks of the installation. Although the -117
will be heavier and slightly larger it will have much the same
useful load and performance as the -116.
With the private owner in mind, Wallis has plans for an
IN THE AIR Number 205 of the series
economy machine (the WA-119) powered by a modified 40 h.p.
Hillman Imp engine. An airframe has already been modified
for the water-cooled engine, and a few tentative hops per-
formed. The results are promising.
From the technology angle the most exciting development
WALLIS WA-116
is the WA-118 Meteorite. This high-speed research vehicle is
OST first reactions at the sight of an ultra-light autogyro
about to fly, powered by an Italian 120 h.p. Meteor Alfa 1
supercharged two-stroke four-cylinder X-engine originally built
for target drone aircraft but now under test for full certifica-
M
J are of horror that anyone should fly upon so un-
substantial a piece of machinery. With the prospect oi
tion. The Meteor Alfa employs a conventional pressure-fed oil flying one of these devices, apprehension rises to a &%Tec
system, and hence does not require a petrol/oil mixture. which is perhaps determined by the general level of i n ^'" d l ?
For take-off and landing the pilot sits upright with the inquisitiveness; at the two extremes, one is either f a l l ° t u i y
canopy slid forward; for cruising flight the seat moves forward content to accept the instructions—taking heart from the
to put the pilot in a reclining position with the bubble canopy mark that it behaves much like an aeroplane—or one^ tries i
making a cosy closure. The radial engine is a snug fit behind understand what is happening and (may it be admitted?) losi s
the minimum-area cockpit. Most of the external structural just a little faith in the process. Autogyro dynamics are
tubing is streamlined. For the first flights a standard WA-116 complicated as those of any other kind of flying n ? a c h i n e '.!' c .
rotor head and blade assembly will be used. As the speed trials even to understand why the rotor blades go round in the <nr
progress, a variable-geometry head will be fitted which has a tion they do, and not in reverse, requires faith and an mvoi
sliding roll-spindle to increase the offset of the gimba! as rotor explanation. . e
drag increases. Blade diameter will also be progressively The rate-of-climb versus speed chart on this page gives o
reduced, and the last ounces of speed potential may be of the best impressions of what an advanced autogyro
realised by retracting the undercarriage to form stub wings. The the WA-116 will do. Airborne handling is more or less c
photographic analysis of blade performance will be an impor- ventional and far more like an aeroplane than a helicop •
tant part of the high-speed research. Continued on pM» s